Here at SDPC we have received the first shipment of the new and improved LSX blocks. I have some pictures for you guys showing some of the differences. We do have more of these coming in very soon and we already have a list of guys waiting. We can cover more orders shortly so if you want one please pm or call me to get on the list to ensure quick delivery in the coming weeks. These blocks do carry a new part number.
There are several interesting revisions to cover with the new blocks.
-They have addressed the problem with the tight cam bores with a change to the bores themselves. Along with that change the cam bearings are being changed from 16mm to 20mm wide.
-There is more meat in the main journals to accomodate the original hone on a new block (required)
-There is more material left in the bores, and machining changes now leave a more clean starting bore.
Here are some pictures and descriptions outlining some more of the revisions.
-In this picture the old block is on the left, with the new LSX block on the right. Just left of the lowest two front cover bolts is a motor plate bolt hole. It has been relocate to reduce interference of a motor plate and the front cover. Also in this picture and those following that the oil gallery under the cam retainer plate has been revised, along with the plug on the passenger side being countersunk and flush now. This is the case with both the oil gallery and the passenger side plug on the rear.
In this picture you should notice that there are now 3 plugs on the side of the block as opposed to a single plug. Also, the pad between the #3 and #4 main cap side bolts is missing. This should help with some tight clearance situations. Also, in the closer picture, note the additional plug that was only found on the opposing side of the block. The third picture shows that both block maintain the plug on the opposing side even though the new block adds one on the driver's side.
Here's a very exciting change. The bay windows are opened up dramatically. They are opened to such an extent that you should be able to swap lifters without removing the heads. New block is on the left.
Here is the rear of the block. You can see more easily the difference in the oil passage. Again, the passenger side block plug hole is machined to allow the plug to sit flush. The new block is on the bottom.
New block on the right, you can see clearly that the passenger side plug is machined in to sit flush with the block. You can also see some material removed from the top of the block in the rear, just over the driver's side plug.
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The "crush" was changed so the bearings that come with the block are not an issue like they were before. They also have a larger oil feed hole in the bearing, to help.
whats the price? shoot me a pm considering one over my 540 big block for my 70 chevelle.
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Replacement O2 for LC-1 is Bosch 17014 $50 or for the pimple popn' kid behind the parts counter, tell him/her you have a 2001 VW Golf 1.8L and need the front/pre-cat sensor.
Location: In the garage, working towards a 2900 lb raceweight :D
Posts: 10,769
I'm a little surprised that they didn't reduce the size of the water jackets around the cyl's, that's the one thing that I was expecting to see with the revision when I first heard they were making some changes, that and I figured the larger main studs with pins would have gone in right away as well.
Location: In the garage, working towards a 2900 lb raceweight :D
Posts: 10,769
Most of the big power builds, have found that there is strength and reliability gains by going to a 1mm larger stud, Robin probably can explain it better. The blocks, have showed signs of shifting, thicker webbing would have helped solve this issue if not eliminated it, decreasing the water jacket size would have given alot more support to the cylinder case and would have helped the head gasket sealing issues as well giving the gaskets more surface between the cyl's and the water jackets.
The new LSX blocks are in at SDPC 
